Steering gear and control assembly for fluid pressure brakes



Jam. 7, 1941. HOLK 2,227,585

STEERING GEAR AND CONTiiOL ASSEMBLY FOR FLUID PRESSURE BRAKES.

Original Filed Feb. 13, 1939 's Sheets-Sheet 1 7% w qw 5* N W Exes; es:

mam m MN aw 7, 1942. HOLK 2,227,585

STEERING GEAR AND CONTROL ASSEMBLY FOR FLUID PRESSURE BRAKES Original Filed Feb. 13. 1939 3 Sheets-Sheet 2 Wig/11 1 1- H. HULK W,

STEERING GEAR AND CONTROL ASSEMBLY FQR FLUID PRE-EfiURE BRAKES Original Filed Feb. 13, 1939 #Z'imats-Shaet 3 Patented Jan. 7, 1941 STEERING GEAR AND GONTRQL ASSEMBLY. FOR FLUID PRESSURE ERES Harold Holk, Chicago, Hi.

Original application February 13, 1939, Serial No. 256,065. Divided and this application June 12, 1939, Serial No. 278,731

Claims.

touch air brake, and is a division or my prior an Serial No. 256,065, filed February 13,

v plication The invention embodies novel steering gear and control assembly for a fluid pressure brake structure and applied to the wheels and embodying conical or internttingtapeled circular drums and shoes co-acting therewith and adapted to be forced by air pressure into braking position, but automatically released or retracted to an inoperative position upon release of the control means. The invention not only consists in a novel assembly and structure oi. air brake system, particularly with respect to its application to all tour wheels of an automobile, but also in a novelcorn trol means and valve therefor mounted in the steering column axially and capable oi convenient and minute control by means of a ring mounted on the steering column or post in convenient position for operation by the fingers to any position around the wheel and without in the least interfering with the driving operations.

Other objects and advantages will appear and be brought out more fully hereinafter, reference being had to the accompanying drawings, wherein:

Fig. l is a plan view of an auto chassis equipped with the air brake system.

Fig. 2 is an elevation partly in section taken on the section lines 2-'-2 of Figs. 1 and '4.

Fig. 3 is an elevation partly in section similar to Fig. 2 but taken on the line 3.3 of Figs. 1 and 6.

Fig. 4 is a horizontal diametrical section through a front wheel and brake.

i Fig. 5 is an enlarged fragmentary view of a hrake drum and cone with its anchoring base or plate.

Fi 6 is a View similar to Fig. 4 of a rear wheel and brake.

Fig. 7 is an enlarged horizontal radial section of one side of the brake shown at the top of Figs. 4 and 6.

Fig. 8 is an enlarged sectional elevation of the v the operative connections with the control valve taken on the section line lt-lt oi Fig. 8.

Fig. ll is a horizontal section on the section line llll of Fig. ill, and

12 is an elevation of the valve plunger or 5 head.

Referring more particularly to the drawings, it indicates the chassis trame ot the usual or. any preferred construction, shown having the usual side bars or sills suitably connected and re- 10 intorced as by an X- or cross brace ill and provided with the usual front and rear springs ll of any suitable type, shown connected to the frame by shackles it. The trout axle is designated at it and has the usual yolies or iorlrs ll 1 or other suitable provision tor pivotally supporting the steering lrnucirles ll as shown in Fig. 4, carrying the front aide spindles ll. ior steering the car or other vehicle. One steering hnuckle is connected to a steering arm ll shown extending over the aide and provided with a steering ball in the torm oi a universal or ball and socket joint ll. Steering arrns l5 are also connected to each lrnuclrle or spindle and are provided with pivotal connections or yolres l6 which are in turn connected by a tie rod it so that the two spindles will turn in unison when operated by means of a link l8 provided with a socket at the joint 24 and in turn hooked. to the usual pitman arm of the steering gear having connection with the shaft 29 of the steering gear 30, usually oi the worm gear type as indicated in dotted lines in Fig. 8 and suitably bolted to a side member of the frame. The steering gear column or post in the form oi" a hollow tubular member is designated at 3i and rotatably supports the hub 32 of the steering wheel 33, the hub 32 having a removable top portion or threaded cap member 32a closing a large cavity in the top of the hub 32 through which certain operating parts are inserted and having. a bottom bore or cavity receiving the column so that the wheel may turn thereon. The steering wheel hub is fixed to a tubular shaft 34 which is in turn fixed to the steering gear 35is the usual drive shaft as shown in Fig. 1 which may have the customary universal joints adjacent the motor and adja cent the rear differential housing 36 constituting a part of the rear axle housing 31 which extend to opposite sides and are gripped or clipped by 50 U-bolts, spring plates or brackets to the springs *"ll. The front wheels are designated at 39 and the rear wheels at 40.

A compressor ll of any suitable type is mount- -ed upon the chassis and is illustrated as 01' that 55 type No. 5'? commonly used on a Cadillac car by a countershaft on the motor (not shown) or by having the sliding gear in mesh with the reverse idler gear of the transmission, the sliding gear being thrown in when needed and out when not needed, as by means of a lever. In such case, the engine is stopped to operate the compressor and when the transmission gears are idle, the slide gear of the compressor is shifted in mesh with the reverse idler gear and the engine started, being sure that the gear shift lever is in a neutral position. Of course, the compressor may be otherwise suitably operated and is bolted to the frame or transmission case. A main discharge line or pipe. l l leads from the compressor and is connected to a reservoir or pressure tank 45 which usually carries between 85 and 90 pounds per square inch braking pressure. This reservoir has a release or safety valve 56 to discharge excess pressure and is shown connected at the same point with a gauge line ll connected to an air gauge 48 preferably positioned on the dash or other convenient place discernible to the driver. A return or branch line 39 with an interposed governor 5|! is also connected to the compressor for the return of the circuit. A pressure supply line 5| leads from the reservoir and is connected to a control valve 52 shown in the form of a cylinder with the upper end internally threaded to connect with the bottom plate 53 of the gear housing 3|] through the medium of an externally threaded depending. flange 54, although any other suitable form Qlf agir tight connection may be employed with suitable interposed packing if found desirable or necessary.

,This connection may be considered in the form of a flanged collar, the part 56 being the collar and the part 53 a flange on the collar bolted as shown in Fig. 10 or otherwise suitably connected to the bottom end of the housing of the worm gear 30 with suitable interposed packing, if desired. A plug 55 is threaded or otherwise connected to the lower end of the cylinder and is in the form of a flanged collar and provided with a small central bore around which an expansible spring 56 is supported, the lower end of the spring bearing on the plug and an exhaust connection 51 being connected to the plug leading to the atmosphere for exhausting the brake line, as will be later described. In addition to the inlet of the pressure line 5| at one side of the cylinder, an outlet 58 is provided at the diametrically opposite side for cooperation with a plunger 59 in the form of a cylindrical piston operating in the cylinder and having a diametrical passage 60 near its upper end and an L-shaped passage 5| near its lower'end and adapted to register at times with the outlet 58, while the lower end extends into the chamber or housing of the spring 56. If The top of the plunger has a reduced or conical portion 62 forming an annular chamber around it provided with an exhaust 6 3 to prevent the mit free axial movement or'reciprocation thereof so that the passage 60 may be simultaneously registered with the inlet 5| and the outlet 58 at the downward position or limit of the plunger valve or piston 59 and the passage El moved into 5 and out of registration with the outlet 58 at times, depending upon the position of the plunger, but particularly when the latter is in its normal or upward position under the action of the spring 56.

Means is provided for connecting the upper end of the stem and thus the plunger with a suitable operating means having connection therewith and mounted on the steering column and wheelof the automobile or other vehicle and 25 shown in the form of a ball and socket swivel joint or other separable connection or universal joint having a ball 61 on a reduced portion at the upper end of the stem received in a socket 66 shown having a split connection 65 to facili- 20 tate assembly, although any other suitable form of connection may be employed with the lower end of a hollow valve rod 16 positioned in the center of the steering column or post 3i and adapted to take the wiring H leading to the usual 5 warning signal or horn operated from a button switch 12 at the top of the hub of the steering wheel. The tubular rod H! is also positioned within the tubular shaft 34 fixed to one of the gears of the worm gear 30 and rigidly con- 30 nected to the hub 32 by means of am interposed web or plate formed above the bottom cavity of the hub which receives the .post 3| on which it turns. A threaded connection is illustrated in tubular shaft 34 and an interposed bronze bushing 34a bearing rod 10.

A disc 13 fits loosely in a socket M to swivel or turn in the bottom of a flanged plate 15, which 8 with a clamping nut 33a at the top of the 35 parts together with the upper end of the tubun lar shaft 34 and the clamping nut are accommodated wtihin an enlarged cavity 16 in the top of the hub provided with a central opening for the switch button or plate 12 of the horn. The

flanged plate or disc 15 may be considered as hav- 4 5 above the spokes of the steering wheel 33 and 50 operating in vertical slots 18 in the hub 32 communicating with the cavity 16. A ring or rim 19 in conjunction with the arms 11 form an operating whe'el adapted to be depressed while gripping the steering wheel by pressing the same with 55 a finger at either side with a minimum of pressure which may be regulated according to the braking pressure which may be required to stop or check the momentum of the vehicle depending upon its speed or velocity and is conveniently 60 smaller than the steering wheel.

A distributing line or pipe is connected to the outlet 58 of the control valve 52 and connects at its ends with cross pipes 8| adjacent or over their ends by hose 82 with'yokes or forked pipes 83 at each wheel. The connections aremade by means of couplings 84 on the ends of the pipes 83 extending diametrically of the wheels at the ingly related and having threaded bores for this purpose. Cylinders 86 are provided in similarly related positions at the bores or openings which receive the plugs and formed with or attached the front and rear axles and shown connected at inside, with a plurality of plugs 85 correspond- T0 to flat plates or discs 81 constituting brake shoe 75 bases or anchoring plates for the brakes proper at the wheels. Each cylinder is provided with a bleed duct 86a adjacent its outer closed end but in its lateral wall, to prevent the formation oi a dash pot on the outward strokes of the pistons 9i adapted to reciprocatev therein. The

knuckles 2| are provided with flanges 88 and the ends of the rear axle housing ,3! are provided with flanges 89 adapted to be secured by stud bolts or otherwise to the plates 81 and the ends of the housing 37 are provided with cylindrical extensions 90 forming bearing sleeves. The pistons till which operate in the cylinders for pressure operating the brakes by the air under pressure stored in the reservoir have stems 92 operating in central bores in the heads of the cylinders and provided with enlarged detachable swiveled contact heads 93 which engage brake discs it which may be said to be in the form of circular shoes with enlarged apertures at their centers preferably thickened at their wall portions for clearance over the bearing portions of the wheels constituted by the hubs thereof, as shown more particularly in Figs. 4 and 6. Each brake shoe or disc is provided with a conical shoe portion it: shown in the form of frusto-com'cal or tapering and flared flanges which carry brake linings 96 on the outside in the form of circular bands which may be attached in any suitable way as by means of rivets 91. The brake drums are shown in the form of discs having conical portions 98 in the form of frusto-conical, flared or tapered flanges peripherally at the corresponding edges of the drums 99 or disc portions thereof but which are deeper than the brake shoes so as to allow movement of the latter axially in the application and release of the brakes. The drums are bolted to the hubs or disc as at I00 of the disc wheels NH. The flanges of the brake drums which, like the shoes, are larger at their inner edges or open sides, are provided with a plurality of radial parallel or otherwise related peripheral flanges or fins I02 to dissipate the heat of compression or due to the heat of resistance in the braking action under the force of the air pressure and thus increase the useful life of thebrakes and particularly the drums thereof. The discs tl are provided with tubular cylindrical extensions its and the. brake shoes or discs 94 are provided with corresponding extensions or cylinders ltd extending in opposite directions and telescoping one within the other. These form housings for retractlle. springs N5, one end of each oi which is connected to a flanged plug I 06 fitted in an opening llll forming the bore of each inner extension ltll of the plates 81. The inner end oi each spring is connected as at Hit by means till Yll

oi a hoolr or otherwise to a plug, the flange oi which engages the inner face of a plate Bl to prevent displacement and the outer end oi each spring is connected as at I09 by a similar hook and eye connection, the eye or which may have a tin-leaded shank threaded in an opening in each bralre shoe lit, so as to retract the brake shoes and'hold them in the normally disengaged position spaced from the drums except when pressure is nt'tmittcd to the cylinders" 88 against the pistons iii to apply the brakes under control at the hralre ring or operating member on the steer" wheel through the control valve 52. A split ring lit shown in the form of a channel is titted on the peripheral edges of the discs 87 and flanges at the inner ends oi the conical portions 9t oi the drums 99, the same being detachably clamped in position and serving to exclude dust brakes. The hubs II I of the front wheels operate loosely in the openings in ,the brake discs 94,

sufiicient clearance being provided at H2 so that there will be no contact or retardation. Suitable bearings .l 13 are provided between the hubs Ill and spindles 22. A similar clearance H4 is pro vided in connection with the rear wheels at corresponding locations and ball or other anti-friction bearings H5 are provided between the rear axles and the housings and axletrees or hubs H6 with suitable interposed packihgs to prevent the escape of lubricating grease of the axles Ill and differential, the axles ill being connected in the usual way to the drive shaft 35 through the medium of the differential gears 36.

Attention is directed to the fact that while the cylinders 36 are shown integral with the plates or discs 81, they may be otherwise suitably mounted. and the contact head or presser foot 93 in each instance, preferably separate from the stem and secured by a swivel pin or stud bolt 93a and in such a way as to allow side play angularly between the presser foot and the stem so that the presser foot will properly fit against the brake disc or brake shoe support 94. Provision may also be made for adjusting the tension of the springs I05 as by means of the plugs or caps I06. Normally, the brakes are released and this is due to the automatic action of the control valve which places the -L-passage thereof in communication with the air lines from the valve to the various wheels. while cutting off the supply of air and connecting said lines to an exhaust outlet which may be led to any convenient position beneath the car. The particular type of air valve and controlling means in the form of a repressible ring adjacent the steering wheel capabio of delicate control for causing sudden or very gradual braking operation upon depression of the ring to operate the control valve for admitting air from the compressed air reservoir through the valve and by air lines to the brakes in order to cause the movable brake shoes to engage the drums and bring about a braking action, is particularly desirable and advantageous. The valve is so constructed that the amount of air admitted to the brakes may be regulated to a nicety by the degree of pressure upon the operating ring and rod controlling the valve.

In the operation of the device, the compressor is operated as described to maintain the car brake operating pressure in the reservoir which is governed and released of any excess pressure. The pipe line 5i carries this pressure to the control valve which normally cuts oil the air or fluid pressure from the brakes. Thus, by repressing the operating ring on the steering wheel and the rod connecting the same to the valve plunger, the latter may be depressed any desired degree so that the diametrical passage will be aligned with the pipes 511 and M toadmit air to the pipes hill and 33!. When thisis done, the air is admitted into the cylinders W in front of the pistons hi to cause the heads M to engage and force the supporting plates or bases h ll of the bralre shoes against the action oi the tension springs the which normally retract the shoes into a released position, and thus cause the shoes through the intermediary of the brake linings thereon to engage the brake drums at the conical portions 9t.

till

Immediately upon release oi the pressure on the position wherein the passage 60 will be raised out of alignment'with the pipes constituting the inlet 5| and outlet 58. The action of the spring Sirnay be regulated by adjustment of the plug 55 and when the plunger is so raised, the angular or L-shaped passage I by registering with the outlet 58 leading to the pipe lines and brake shoes or cylinders thereof, will be placed in communication with the exhaust 63, thus permitting the air to be exhausted from the cylinders in front of the pistons and the pipe lines by the action of the springs iii in returning the brake shoes and associated parts tonormal disengaged positions. The tubes I83 and Ill form brake shoe guides. the slot 65 and the key or screw 66 constituting the splined connection between the plunger 59 and its cylinder, serves to limit the throw or degree of movement of the plunger in addition to preventing rotational movement thereof, insuring registration of the passages or ports of the plunger with the inlet, outlet and exhaust, respectively.

It is also to be understood that the car equipped with the air pressure brake system herein shown and described, may also be equipped with mechanical service brakes and an emergency brake operating on the drive shaft or otherwise in connection with the air brakes and operating independently thereof.

While I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification without departing from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an "air brake control for air'brakes-operated by fluid pressure, a steering mechanism including a column and steering wheel having a hub, a steering gear in its housing for connec-' tion with the steering wheel, a valve mounted on the housing and controlling the supply and exhaust of air to and from the air brakes, and a finger ring within the steering wheel for actuating the valve.

2. In an air brake control forair brakes oper-- ated by fluid pressure, a steeringmechanism including a column and steering wheel on the col- Attention is also directed to the fact that i umn, a steering gear in its housing for connection with the steering wheel, a valve mounted on the housing and controlling supply and exhaust of air to and from the air brakes, a valve rod extending through the column for carrying circuit wires for a horn signal, a shaft, said steering wheel having a hub connected to the shaft for operating the steering gear, said hub having a removable cap over a cavity therein. and a finger ring carried by the hub having operative connection to the valve rod for actuating the latter in the cavity.

3. In an air brake control for air brakes operated by fluid pressure, a steering mechanism including a column and steering wheel having a hub, a steering gear in its housing for connection with the steering wheels, a valve mounted on the housing and controlling the supply and exhaust of air to and from the air brakes, a tubular rod extending through the column for carrying circuit wires for a hornsignal, a shaft, said steering wheel having its hub connected to the shaft for operating the steering gear, said hub having a removable cap and slots, 2. finger ring having arms extending through the slots and repressible therein, a recessed plate in the hub and having a bottom cavity and movable in the hub.

and a plate on the rod engaging the cavity and adapted to be repressed for actuating the valve upon repression of the ring and permitting movement of the ring with the shaft, hub and steering wheel, but adapted to be repressed independently of movement thereof.

4. In an air brake control for air brakes operated by fluid pressure, a steering mechanism including a column'and steering wheel having a hub, a steering gear in its housing for connection with the steering wheel, a valve mounted on the housing and controlling the supply and exhaust of air to and from the air brakes, and a finger ring within the steeringwheel for actuat ing the valve. 4

5. In a finger touch air brake, a steering wheel and column thereof, a brake drum, 9. shoe c0- acting with the drum, pressure operated pistons for actuating the shoe and a finger control valve having a casing supported axially at the lower end of the column and an operating member operable from the top of the steering wheel and axially through the column thereof for admitting air pressure to said pistons, said valve having a. universal connection with the operating member.

HAROLD HOLK. 

